Fezz ST's Forzine Mag - Week 4 - Ford Escort RS Cosworth

[Fezz_ST]

Welcome to the first edition of my new idea 'Forzine' an online feature of 1 car from Forza Motorsport 4 each week.

INDEX

This week, I have been looking at the technically beautiful Ferrari F458 GT​

Chassis: Aluminium monocoque (Ferrari)
Class: GTE
Engine: Ferrari 4,499cc V8 N/A
Fuel: Petrol
Transmission: Hewland 6spd sequential
Brakes: Brembo
Weight: 1245kg
Fuel Tank: – Litres
Year introduced: 2011

The 59th running of the Mobil 1 Twelve Hours of Sebring, it will be ushering in the dawn of a new era in Ferrari’s GT history with the racing debut of the all new Ferrari 458 Italia GT. Long term Ferrari tuners Michelotto has developed the new GT car on behalf of the famous marque.
The all-new F458 follows in the great traditions of Ferrari’s Gran Turismo vehicles. Beautiful to look at, the mid-engined V8 produces 465 bhp (with regulated air restrictors), similar in output to the F430, but almost every other area of the car is different to its predecessor. From a driver’s point of view, the main areas of development are the handling, gearbox and traction control – all of which make the car easier to drive.

The car is a lot stiffer in terms of set up and suspension with approximately 50% less movement or roll than the F430. The gearbox is significantly revised and gear changes up and down the box can be selected far more quickly. Although not featured for Sebring, the GTE regulations permit a paddle-shift mechanism which may be introduced later in the season. A great deal of work has also been done by Michelotto on the traction control system which will allow drivers to pinpoint the directionality of the car through corners.

Giuseppe Risi, is enthusiastic about the new season and his team’s involvement with the Ferrari 458 Italia GT from the start of its competition career. “This new car offers a great opportunity for us to show what, I believe, we do best at Risi Competizione,” he says, “which is to technologically develop our cars to race and win GT events at the highest level of competition. I am confident that our total race car preparation will be better than our competitors, and that will allow us to concentrate our efforts on the areas of development and evolution that new race cars inevitably present.” Risi continues: “We will be concentrating on just one car this season, and will be making a run for the GT Championship. We are under no illusions that the 12 Hours of Sebring – traditionally a happy hunting ground for us – will be a severe test as the F458 is short on testing time and the track is punishing. It’s going to be a true test for the car and for us, although racing is a challenge in itself at any level. I’m completely confident, however, that our guys are up to it.”

During testing the 458 did not run totally smoothly as drive Jaime Melo reveals “at the official Sebring test we had some electronic issues but that was good as we saw the areas which needed improvement for the race. After we left the States we tested in Italy at Vallelunga and Imola and the car was much, much better and everything was working well. I’m pretty confident for Sebring but at the same time we need to be really careful regarding the durability and mechanics of the car. The F458 is fast and well balanced but we need to work on making it easier to drive on the bumps which is something we will do next week. There’s lots more to understand on the car, but we’re learning every time we go out. We need to be consistent and in testing put as much pressure on the car as possible to see where problems will arise. At the same time, during the race our aim will be to not put too much pressure on mechanical parts so we get to the finish.”

At the Le Mans test one of the F458′s ran with blanking plates on the front ducts in an attempt to reduce drag, similar to the configuration used by the Aston Martin DBR9 at Le Mans in 2005.

Paint by - GT: Armipotent Adam
Words by - Racecar-Engineering.com​

 

[Leicht]

me gusta...pic 1 and 3.....

 

[Fezz_ST]

I don't know if that's good or bad

 

[StoneyNUFC]

Very good composition in all the shots 👍 My favourite would have to be the third.
And very nice write-up to accompany the shots aswell

 

[Fezz_ST]

Thanks Stoney

 

[FosterG]

Nice work Fezz ST, one of my favorite cars.

 

[Fezz_ST]

Thanks ripenrun, anyone got any suggestions for next weeks feature?

 

[StoneyNUFC]

Wiseman GT

 

[Fezz_ST]

Hmmm interesting choice!

 

[Fezz_ST]

New feature uploaded tomorrow, sneak peek at the Wiesmann MF5 GT

 

[Fezz_ST]

This week I have been driving the Interestingly styled Wiesmann GT MF5 around the Bernese Alps, here are the results

Pure energy and dynamism - that's the new Wiesmann GT MF5. This sports car for the purist, with its classic design and state-of-the-art technology, sets a new all-time high standard for the already impressive performance of Wiesmann sports cars. Equipped with a high-revving BMW V10 delivering 507 hp, it completes the sprint from a standstill to 100 km/h in just 3.9 seconds. With a sensational power-to-rate ratio of 2.7 kg/hp and a top speed of 310 km/h, this Coupé plays for top honours in the premier league for sports cars. Exclusive driving enjoyment is guaranteed with the Wiesmann GT MF5!

"With the MF5 we are primarily addressing the wishes of many GT enthusiasts who want to express their individuality through even more power and sportiness," says Friedhelm Wiesmann, the spokesperson for the management at Wiesmann. His brother, Martin Wiesmann, responsible as director for development and production, displays similar enthusiasm for the new Wiesmann model: "The GT MF5 represents the ideal model with which to round off our range at the top end, and it is certainly the most exciting sports car that Wiesmann has ever presented to the public."

The car's powerful exterior styling already hints at the outstanding driving dynamics that await the driver of a Wiesmann GT MF5: the extremely low, crouching body combined with the wide tyres promise power in abundance. The wing and the diffuser provide plenty of downforce on the rear suspension, guaranteeing excellent stability even at high speeds. A high-performance suspension system has been developed with a great deal of effort at the manufacturing plant in Dülmen, offering exclusive driving enjoyment to the driver of an MF5, but also the necessary degree of safety. Energy-absorbing body zones also contribute to the safety of the Wiesmann GT MF5, along with the rigid aluminium monocoque with integrated side-impact protection, as well as ABS as standard in conjunction with DSC dynamic stability control. The low overall weight combined with aerodynamic perfection also delivers an extremely low emissions figure in this performance category.

The cockpit is geared in all respects to the functions of a sports car. Everything that is necessary for driving and operating the vehicle is within perfect reach of the driver. The low seating position, just ahead of the rear axle, ensures that the driver senses and experiences every movement of this driving machine. Optimum contact with the vehicle is guaranteed by the newly developed sports bucket seats with excellent lateral support, which can be adapted to the body contours of driver and passenger as required. One push of the silver starter button of the Wiesmann GT MF5, just next to the ignition key, and the fun begins!

Specifications

Kerb weight: 1,380 kg
Chassis: aluminium monocoque, glued and riveted
Body: high-quality, glass fibre reinforced composite material, diffuser, rear wing, enlarged air intakes, green tinted windows, laminated windscreen, side and rear windows made of safety glass, free choice of external paint finishes
Engine: front-mounted V10 mid-engine with three-way catalytic converter, petrol injection, stainless steel twin exhaust pipes
Maximum power: 373kW (507hp) @ 7750 rpm
Maximum torque: 520Nm @ 6100 rpm
Gearbox: 7-speed sequential manual gearbox (SMG)
Differential: variable differential lock
Top speed: 310 km/h
0-100 km/h: 3.9 s
Petrol tank capacity: approx. 70 l

Suspension/wheels

Front suspension: Double wishbone, anti-roll bar
Rear suspension: Double wishbone and trailing link, anti-roll bar
Front wheel rims: 8.5 x 19"
Rear wheel rims: 10.0 x 19"
Tyre dimensions: 245/40 ZR 19 - front / 275/35 ZR 19 - rear
Front brakes: Dual-piston sliding callipers with perforated composite brake disks 374 diameter x 36 mm
Rear brakes: Single-piston sliding callipers with perforated composite brake disks 370 diameter x 24 mm

Words By: Netcarshow.com​

I already know next week's feature, taking suggestions for week 4!

 

[FosterG]

That is an exceptional spread on the Wiesmann, it is a very photogenic car and you have captured it well.

 

[Fezz_ST]

Thanks ripenrun, next weeks is even better in my opinion photos wise, stay tuned

 

[StoneyNUFC]

Another great write-up and another great set of shots. Good mix of close up, static and action shots 👍 My favourite would have to be #4

Keep it up and look forward to next weeks

 

[Fezz_ST]

Thanks Stoney, also thanks for suggesting it to me, really nice car to shoot

 

[Fezz_ST]

Inspiration for this shoot came from Stoney's competition entry into this weeks 2.0 competition!

Chevrolet officially announced the 2009 Chevrolet Corvette ZR1 - an American supercar that brings the technology and engineering refinement of carbon-fiber, ceramics and electronics together in a distinctive design.

"Chevrolet's goal with the new Chevrolet Corvette ZR1 is to show what an American supercar can deliver, at a price that trumps exotics that cost two, three or four times as much - and does so with exceptional driveability," said Ed Peper, Chevrolet general manager.


The Chevrolet Corvette ZR1's basic stats:

All-new LS9 supercharged 6.2L V-8 targeted at producing at least 100 horsepower per liter, or 620 horsepower (462 kW), and approximately 595 lb.-ft. of torque (823 Nm)
Six-speed, close-ratio, race-hardened manual transmission
New, high-capacity dual-disc clutch
Higher-capacity and specific-diameter axle half-shafts; enhanced torque tube
Specific suspension tuning provides more than 1g cornering grip
Twenty-spoke 19-inch front and 20-inch rear wheels
Michelin Pilot Sport 2 tires - P285/30ZR19 in front and P335/25ZR20 in the rear - developed specifically for the Chevrolet Corvette ZR1
Standard carbon-ceramic, drilled disc brake rotors - 15.5-inch-diameter (394-mm) in the front and 15-inch-diameter (380-mm) in the rear
Larger brake calipers with substantially increased pad area
Standard Magnetic Selective Ride Control with track-level suspension
Wider, carbon-fiber front fenders with Chevrolet Corvette ZR1-specific dual vents
Carbon-fiber hood with a raised, polycarbonate window - offering a view of the intercooler below it
Carbon-fiber roof panel, roof bow, front fascia splitter and rocker moldings with clear-coated, exposed carbon-fiber weave
ZR1-specific full-width rear spoiler with raised outboard sections
Specific gauge cluster with boost gauge (also displayed on the head-up display) and 220-mph (370 km/h) speedometer readout
Only two options: chrome wheels and a "luxury" package
Curb weight of approximately 3,350 pounds (1,519 kg)

The specialized components of the new Chevrolet Corvette ZR1 work harmoniously to deliver the most powerful and fastest automobile ever produced by General Motors. Performance estimates will be announced closer to vehicle's summer 2008 launch.

"Preliminary testing shows the Chevrolet Corvette ZR1 builds on the highly respected Chevrolet Corvette Z06 in every performance category, from acceleration and braking, to cornering grip and top speed," said Peper. "It all boils down to the power-to-weight ratio and the Chevrolet Corvette ZR1's is exceptional - better than the Porsche 911 GT2, the Ferrari 599 and even the Lamborghini Murcielago LP640. In fact, the Chevrolet Corvette ZR1 is expected to be the first production Corvette to achieve a top speed of at least 200 mph."

Supercharged LS9 engine

The new LS9 6.2L small-block engine is the power plant the supports the Chevrolet Corvette ZR1's performance capability. The enabler of the LS9's performance and refinement is a large, positive-displacement Roots-type supercharger with a new, four-lobe rotor design. It is augmented with an integrated charge cooling system that reduces inlet air temperature for maximum performance.

A sixth-generation supercharger developed by Eaton helps the LS9 make big power and torque at lower rpm and carries it in a wide arc to 6,600 rpm, as it pushes enough air to help the engine maintain power through the upper levels of the rpm band - the area where supercharged performance tends to diminish. Heavy-duty and lightweight reciprocating components enable the engine's confident high-rpm performance.

The LS9 is hand-assembled at GM's Performance Build Center, in Wixom, Mich., and incorporates specialty processes typically seen in racing engines to produce a highly refined and precise product. For example, cast iron cylinder liners are inserted in the aluminum block and are finish-bored and honed with a deck plate installed. The deck plate simulates the pressure and minute dimensional variances applied to the block when the cylinder heads are installed, ensuring a higher degree of accuracy that promotes maximum cylinder head sealing, piston ring fit and overall engine performance.

Transmission and axle

The LS9 engine is backed by a new, stronger six-speed manual transmission and a twin-disc clutch that provide exceptional clamping power, while maintaining an easy clutch effort. Chevrolet Corvette ZR1-specific gearing in the transmission provides a steep first-gear ratio that helps launch the car, and top speed is achieved in sixth gear - a change from the fifth-gear top-speed run-outs in the manual-transmission Corvette and Corvette Z06.

As the term implies, the twin-disc clutch system employs a pair of discs, which spreads out the engine's torque load over a wider area. This enables tremendous clamping power when the clutch is engaged, while also helping to dissipate heat better and extend the life of the clutch.

The twin-disc clutch system also contributes to the Chevrolet Corvette ZR1's exceptional driving quality, with smooth and easy shifting. The twin-disc system's design enables a 25-percent reduction in inertia, thanks to smaller, 260-mm plates, corresponding to a pedal effort that is similar to the Corvette Z06's 290-mm single-disc system.

The rear axle also is stronger in the Chevrolet Corvette ZR1 and features asymmetrical axle-shaft diameters that were developed after careful testing to provide optimal torque management. The axles are also mounted on a more horizontal plane that correlates with the wider width of the rear wheels and tires.

Ride and handling

The Chevrolet Corvette ZR1 is built on the same aluminum-intensive chassis as the Corvette Z06 and features similar independent SLA front and rear suspensions, with aluminum upper and lower control arms. Where the Chevrolet Corvette ZR1 differs is the suspension tuning, which was optimized for the car's steamroller-wide front and rear tires.

Magnetic Selective Ride Control is standard and tuned specifically for the Chevrolet Corvette ZR1. The system's ability to deliver a compliant ride with nearly instantaneous damping adjustments enabled engineers to develop a surprisingly supple ride quality in a supercar that still delivers cornering grip of more than 1g.

From a high-performance perspective, Magnetic Selective Ride Control helps the rear axle remain planted during launch for smooth, hop-free acceleration. It also helps suppress axle movement when cornering on broken or uneven pavement.

Brakes, wheels and tires

Commensurate with the Chevrolet Corvette ZR1's engine output is the braking system, which is headlined by carbon-ceramic brake rotors. Found on only a few exotics and more expensive supercars, carbon-ceramic brake rotors are made of a carbon-fiber-reinforced ceramic silicon carbide material . Their advantage comes in low mass and resistance to wear and heat. In fact, the rotors should never show any corrosion or require replacement for the life of the vehicle, when used in normal driving.

The vented and cross-drilled rotors on the Chevrolet Corvette ZR1 measure 15.5 inches (394 mm) in diameter in the front and 15 inches (380 mm) in diameter in the rear - making them among the largest carbon-ceramic rotors available on any production vehicle.

Clamping down on the high-tech rotors are six-piston front calipers and four-piston rear calipers, each painted a Chevrolet Corvette ZR1-exclusive blue. The front pads are equivalent in size to the largest on any production car with a single-pad design - double that of the Corvette Z06's 70-sq.-cm. front pads.

The brakes are visible through the Chevrolet Corvette ZR1's exclusive wheels: 20-spoke alloy rims that measure 19 inches in diameter in the front and 20 inches in the rear. They come standard with a bright, Sterling Silver paint finish and chrome versions are optional. The wheels are wrapped in Michelin Pilot Sport 2 tires developed specifically for the Chevrolet Corvette ZR1, measuring P285/30ZR19 in front and P335/25ZR20 in the rear.

Exclusive exterior

The Chevrolet Corvette ZR1 is instantly recognizable, with perhaps the most identifiable feature a raised, all-carbon-fiber hood that incorporates a clear, polycarbonate window. The window provides a view of the top of the engine's intercooler, with the legend "LS9 SUPERCHARGED" embossed on the left and right sides, and an engine cover with the Corvette crossed flags logo debossed at the front.

The underside of the hood has an exposed carbon-fiber-weave. Exposed carbon-fiber is used on the roof, roof bow, rocker molding and front splitter. These exterior components are protected by a specially developed glossy, UV-resistant clear coat that resists yellowing and wear.

Widened, carbon-fiber front fenders with specific, dual lower vents, and a full-width, body-color rear spoiler incorporating the center high-mounted stop lamp, are also unique to the Chevrolet Corvette ZR1. All of the exterior features of the car were developed to enhance high-speed stability and driver control.

Words By: NetCarShow.com​

 

[StoneyNUFC]

Great update again mate. And nice to know I inspired you

Write up is great and useful as usual. The first shot is nice, lovely angle just feel alittle bit too dark. Love the second and third shots. Infact Love them all except the 5th. Still a nice shot, just feel it's zoomed out alittle too far

Look forward to next weeks again 👍

 

[Fezz_ST]

Thanks Stoney, I was trying to fit the bridge and scenery in that whole shot

 

[FosterG]

Very nice update on a car that too often gets overlooked.

 

[Fezz_ST]

thanks ripenrun, certainly an under rated car, I had as much fun driving it for that shoot as I did shooting it.

I've been thinking of doing guest photographers every other week, that would hopefully get this topic more views

 

[Fezz_ST]

This week I have been driving the Iconic Ford Escort RS Cosworth

Jeremy Clarkson once described it as ‘the ultimate hot hatch’ and ‘one of my all-time favourite cars’. If it's good enough for him, it's good enough for us. He was talking about the Escort RS Cosworth – more specifically his Cosworth. It also happens to be Stuart Milne's choice for the number one automotive hooligan.

In the early nineties I had my interest in fast Fords awoken viciously and loudly by a schoolmate's brother who owned the fastest car I'd been in at the time. It was a Sierra XR4i which he had fiddled about with under the bonnet for even more sportscar-bothering ability. And – as was customary at the time – it had a plastic man stuck to the back window which would drop its trousers and moon other road users. It, and the car's performance upset a lot of people, including the police who would often pull him over for a variety of misdemeanours. But the spoilers and performance weren't enough for me when I discovered the Sierra Cosworth – still my favourite car of all time. And then came the Escort Cosworth, which had all the drama of the Sierra, less of the size and more of the attitude.

Believe it or not, the Escort Cosworth shared its floorpan with the larger Sierra; and despite looking like a standard 'Scort with a bodykit, the rear quarters were stretched to fit the Sierra's underpinnings. Under the bonnet sat the same engine as fitted to the Cossie powered Sierra Sapphire, which produced 227bhp. Not a lot by today's standards, but the Cossie weighed nearly 600kg less than the similarly-powered Focus RS. That meant some hair-raising performance – 0-60mph in 5.9 seconds and a v-max of 140mph. The power was harnessed through a manual box and transferred to the tarmac through all four wheels. No advanced active four wheel drive here – just as nature intended.

Of course, the most striking thing about the Cossie was its looks. Despite being offered in a range of unassuming paint colours – like Jezza's dark 'Mallard' green car – it had all the subtly of ram raiding a police station. It packed a massive rear wing (apart from cars sold in Switzerland, where transport bosses ruled the spoiler illegal), the likes of which hadn't been seen since the original Sierra Cosworth, pumped-up wheel arches, bonnet vents and beefy front and rear bumpers. The Cossie burst on to the world's rally stages in 1993, and continued where the staggering RS200 had left off, winning five world championship rounds in its first season and bagging the runners-up spot on four occasions. French ace Francois Delecour won the prestigious Monte Carlo rally in 1994, while Finnish legend Tommi Makinen smashed the opposition in the fearsome 1,000 Lakes rally on his home turf.

Like previous models, it was a superb rally competitor and helped the Escort to become the world's most successful, taking 46 world class and world championship rallys. Sadly, it was the last hot Escort. It bowed out in 1996, at the same time as the lukewarm RS2000 and it wasn't until 2001 its successor – the Focus RS – broke cover. And as good as it was, the Focus just didn't capture my heart or imagination like the whale tailed Cossie did. So what'll one set you back these days, 15 years after it went on sale? Clarkson's old Cossie is advertised for a shade under £17,000 – just £6,000 less than it cost new. But other cars, without the celebrity connections can be had for around £10k, rising to around £20k for the very best low mileage examples.

Words By - AutoTrader​

 

[StoneyNUFC]

Another great update. Really deserves more views and comments lol

Again a good mix of shots, My favourite is the first. Great sense of speed and good
composition

Look forward to the next one

 

[Fezz_ST]

Thanks Stoney, hopefully once I start the guest photographer weeks it'll get more views

 

[FosterG]

I agree, this is great work. I am a bit surprised that the traffic on this side is so slow, your reviews make your posts unique, good job Fezz ST.

 

[Fezz_ST]

Thanks Ripenrun, I guess if I offered a prize car for the best reply I'd get more feedback

 

[imported_steve30b]

love the pics and the write up on the Ford Escort RS Cosworth
well done mate....

 

[Fezz_ST]

Thanks Steve, week 5 should be up tomorrow!

 

[FosterG]

Thanks Ripenrun, I guess if I offered a prize car for the best reply I'd get more feedback

I know the feeling , but keep up the good work anyway.